DOCSLIB.ORG

JEEP 4.0 PERFORMANCE TECH SPECS\ 4.0 Engine Power Ratings

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
JEEP 4.0 PERFORMANCE TECH SPECS\ 4.0 Engine Power Ratings JEEP 4.0 PERFORMANCE TECH SPECS\ 4.0 Engine Power Ratings The Jeep 4.0 litre I6 engine is a pushrod overhead valve design with 2-valves/cylinder. The factory power ratings are as follows: '87...... XJ: 173hp at 4500rpm, 220lbft @ 2500rpm, redline 5000rpm '88-'90 XJ: 177hp at 4500rpm, 224lbft at 2400rpm, redline 5000rpm '91-'95 XJ: 190hp at 4750rpm, 225lbft at 3950rpm, redline 5250rpm '96-'99 XJ: 190hp at 4600rpm, 225lbft at 3000rpm, redline 5300rpm '00-'01 XJ: 193hp at 4600rpm, 231lbft at 3000rpm, redline 5300rpm '91-'95 YJ: 180hp @ 4750rpm, 220lbft @ 3950rpm, redline 5250rpm '96-'99 TJ: 181hp @ 4600rpm, 222lbft @ 2800rpm, redline 5300rpm '00-'06 TJ: 190hp @ 4600rpm, 235lbft @ 3200rpm, redline 5300rpm '93-'95 ZJ: 190hp @ 4750rpm, 225lbft @ 3950rpm, redline 5250rpm '96-'98 ZJ: 185hp @ 4600rpm, 220lbft @ 2400rpm, redline 5300rpm '99-'05WJ:195hp @ 4600rpm, 230lbft @ 3000rpm, redline 5300rpm The '87-'90 engines had Renix electronic multipoint fuel injection, electronic ignition, a single 51mm (2.0") throttle body, and a rather inefficient low port cylinder head. In 1991 engines received Chrysler sequential MPFI, a larger 60mm throttle body, revised intake and exhaust manifolds, and a more efficient high port cylinder head. As a result, these engines produced 13hp more than their predecessors and gained the "High Output" designation. In 1996 engines received noise, vibration, and harshness fixes. The blocks were stiffened with extra ribbing, a main bearing brace was added, and lighter cast aluminium pistons were introduced to reduce cold start piston slap. Engines also received revised camshaft timing for more low rev torque. In 2000 a distributorless coil-on-plug ignition system was installed, intake and exhaust manifolds were revised, and a more efficient water pump was included. Injectors Some of those specs that are hard to find in any workshop manual. The following is a list of the injectors used on the 4.0L since 1987 along with their rated static flow: Model Year, ...Part #, ...........Colour, .....Fuel Pressure, ...Static Flow, '87-'90, ........53003956, .........Black, ...........39psi, .................18.6lb/hr '91-'93, ........33007127, .........Brown, ..........39psi, .................21.0lb/hr '94-'95, ........53030343, .........Tan, ...............39psi, .................21.0lb/hr '96-'98, ........53030778, .........Grey, .............49psi, .................23.3lb/hr '99-'04, ........04854181, .........Blue tip, ........49psi, .................22.5lb/hr '05-'06, ........53013690AA, ...Brown tip, .....49psi?, ...............23.3lb/hr? The injector flow rate varies as the square root of the pressure drop across the injector. The stock '91-'95 4.0 injectors are rated at 22lb/hr @ 43psi fuel pressure, so at 39psi they flow ( sq. rt.(39/43) x 22.0 = 21.0 ) Cylinder head The stock cylinder head is cast iron and weighs 60lb. The valve head diameter is 1.91" intake/1.50" exhaust. Casting numbers are as follows: Year............Casting No 1987-90......2686 1991-95......7120 1996-99......0630 2000-01......0331 Cylinder head flow figures (cfm) at 28inH2O pressure drop are: Non-HO head #2686 (Courtesy of Greg Friedman) Valve lift (in)..... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 122.0 168.0 186.0 189.0 192.0 Exhaust flow....88.0 114.0 130.0 134.0 138.0 Ported non-HO head #2686 Valve lift (in)..... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 124.0 183.0 197.0 207.0 216.0 Exhaust flow....87.0 113.0 138.0 153.0 159.0 HO head #7120 & #0630 (Courtesy of John Brown) Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 66.0 128.0 179.0 206.0 209.0 209.0 Exhaust flow. 55.0 100.0 120.0 136.0 141.0 141.2 HO head #0331 Valve lift (in)..... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow..... 59.4 122.6 171.1 201.1 214.3 218.4 Exhaust flow...47.1 93.4 123.3 140.9 147.0 149.7 Ported big valve 2.02/1.60 HO head Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 Intake flow.... 73.9 142.4 197.8 229.8 247.0 Exhaust flow. 65.3 114.0 135.9 146.3 157.1 The early '87-'90 non-HO heads have low intake ports that flow rather poorly. The later HO heads have higher intake ports that flow more air by allowing a straighter shot into the cylinders. The '91-'95 HO heads with casting no.7120 have the highest intake and exhaust port airflows, especially at lower valve lifts where it is most important, and are the best for performance. The '96-'99 0630 heads are almost identical except that they don't have a port for the coolant temp. gauge sending unit. The '00 and later HO heads with casting no.0331 have smaller exhaust ports to produce a faster warm-up of the catalytic converter and improve emissions, but performance also suffers because the ports don't flow as well as those of the 7120 and 0630 castings. Intake manifold The '91-'99 intake manifold is aluminium and has equal length 24cm (9.5") long runners. The runners are rectangular with internal dimensions of 1.625" x 1.375" and a cross sectional area of 2.234 sq. in. (14.4 sq. cm). The '00-'06 intake manifold has smaller diameter curved runners with internal dimensions of 1.53" x 1.26" and a cross sectional area of 1.928 sq. in. (12.4 sq. cm), and is clearly designed to produce more torque at lower rpm. The distance from the intake valve to the port opening is 3.5" (9cm), making the total distance 13" (33cm) from the manifold plenum wall to the intake valve. For a given intake manifold design, the cross-sectional area of the runner and the runner length affect the location of an engine's torque peak in the RPM band. According to the Helmholtz tuning model and the formula shown here, the intake runner area and length are tuned to resonate and produce an inertial supercharging effect at 5000rpm for the '91-'99 engine and 4650rpm for the '00-'06 engine. That's very close to peak horsepower rpm for all High Output 4.0L engines. Exhaust manifold The same design principles for the intake manifold also apply to the exhaust manifold. The cross-sectional area of the primary header pipe affects the location of an engine's torque peak in the RPM band. The pipe length generally will not change the peak torque or the RPM at which it occurs. A length change has the effect of improving the torque on only one side of the peak by "borrowing" it from the other side. A shorter pipe improves torque after the peak (reduces it at lower RPM), preventing the torque curve from falling off so quickly as speed increases. A longer pipe extends the torque curve backwards to improve the engine's flexibility, at the expense of after-peak torque. The stock exhaust manifold and the Borla header have a primary pipe internal diameter of 1.375" and a cross sectional area of 1.49 sq. in. Using this formula: Peak Torque RPM = [Primary Pipe Area (sq. in) X 88200] / Cylinder Volume (cu. in.) the stock exhaust manifold and the Borla header are tuned to a peak torque of 3265rpm. That's right at the peak torque rpm of the 4.0 engine. Block Casting Numbers Year............Casting No. ...........................Part No. 1987...........53005535 (8933002665)....83503400 1988-90.....53005535 (8933002665)....83505110 1991...........53008405..............................4626155 1992...........53008405..............................4638959 1993...........53008405..............................4728988 1994-95......53008405.............................4778882 1996-99......53020569.............................4883025 2000-01......53010449AA.......................5013166AB .
Load more

Recommended publications
  • Canems Injection ECU Release Version 2.18 ______
    Canems Injection ECU www.canems.co.uk Release Version 2.18 ___________________________________________________________________________ CANEMS INJECTION ECU Programmable Fuel Injection and Ignition Controller Canems Injection ECU www.canems.co.uk Release Version 2.18 ___________________________________________________________________________ Contents 1……………………………………………………................................... Features 2……………………………………………………................................... Specifications 3……………………………………………………................................... Before you get started… 4……………………………………………………................................... Basic terminology 5……………………………………………………................................... Using the software 6........................................................................................................... Password control 8……………………………………………………………………………... Firmware files 9……………………………………………………................................... Starting the engine 12…………………………………………………………………………… Speed sensing 16…………………………………………………………………………… Load sensing 20…………………………………………………………………………… Fueling 31…………………………………………………………………………… Ignition 34…………………………………………………………………………… Coolant temperature 36…………………………………………………………………………… Air temperature 37…………………………………………………………………………… Oxygen sensing / feedback 41........................................................................................................ Barometric pressure 42…………………………………………………………………………… Idle control / feedback 47…………………………………………………………………………… Injection phasing 49……………………………………………………………………………
    [Show full text]
  • AMC Straight-6 Engine 1 AMC Straight-6 Engine
    AMC straight-6 engine 1 AMC straight-6 engine The American Motors Corporation (AMC) straight-6 family of engines was used in AMC passenger cars and Jeep vehicles from 1964 through 2006. 195.6 American Motors' first straight-six engine was the 195.6 cu in (unknown operator: u'strong' L). It was produced from 1958 through 1965 in both overhead valve (OHV) and flathead (L-head) side-valve versions. Sometimes referred to as the 196 engine, this engine was originally designed by Nash in the 1930s as a flathead, and redesigned as an OHV engine in 1956. The flathead version was discontinued for 1956–1957, but reemerged in 1958 as the economy engine for the "new" Rambler American. When the engine was changed to an OHV configuration the water pump was moved from the left side of the engine (driven by a shaft extending from the back of the generator) to the front above the timing chain. When the flathead model was reintroduced it also received the new water pump. Equipped with such high quality parts as forged crankshafts and connecting rods, these engines earned a reputation for remarkable durability. The flathead, however, was prone to the typical flathead problem of overheating under sustained heavy load. This was from the hot exhaust traveling through the cylinder block to the exhaust manifold. American Motors introduced a die-cast aluminum block version of the OHV 195.6 cu in (unknown operator: u'strong' L) engine in 1961. It was produced through 1964. This engine used cast-iron cylinder liners and a cast-iron head.
    [Show full text]
  • Ignition-System-2.5L-With-Renix-Electronic-Ignition
    IGNITION SYSTEM - 2.5L W/RENIX ELECTRONIC IGNITION 1 988 Jeep Cherokee Distributors & Ignition Systems JEEP RENIX ELECTRONIC IGNITION 2.5L TBI: Cherokee, Comanche, Wagoneer, Wrangler DESCRIPTION The Renix electronic ignition system consists of a solid- state Ignition Control Module (ICM), a distributor, a Top Dead Center (TDC) sensor, and an Electronic Control Unit (ECU). OPERATION IGNITION CONTROL MODULE (ICM) The ignition control module is located in engine compartment, just left of battery. The ICM consists of a solid-state ignition circuit and an integrated ignition coil that can be removed and serviced separately. Electronic signals from the electronic control unit to the ICM determine the amount of ignition timing or retard needed to meet various engine requirements. The electronic control unit provides an input signal to the ICM. The ICM has only 2 outputs: a tach signal to the tachometer and diagnostic connector, and a high voltage signal from the coil to the distributor cap. TDC SENSOR The TDC sensor senses TDC and BDC crankshaft positions as well as engine RPM. Sensor is located on left rear side of engine and is not adjustable. Sensor is secured by special shouldered bolts to flywheel/drive plate housing. TESTING 1) Disconnect ignition coil wire from center tower of distributor cap. Using insulated pliers, hold coil wire about 1/2" (13 mm) away from engine block. Crank engine and check for spark between wire and engine block. 2) If spark occurs, reconnect coil wire to distributor cap. Remove spark plug wire from one spark plug. Using insulated pliers, hold wire about 1/2" (13 mm) away from engine block.
    [Show full text]
  • Acronimos Automotriz
    ACRONIMOS AUTOMOTRIZ 0LEV 1AX 1BBL 1BC 1DOF 1HP 1MR 1OHC 1SR 1STR 1TT 1WD 1ZYL 12HOS 2AT 2AV 2AX 2BBL 2BC 2CAM 2CE 2CEO 2CO 2CT 2CV 2CVC 2CW 2DFB 2DH 2DOF 2DP 2DR 2DS 2DV 2DW 2F2F 2GR 2K1 2LH 2LR 2MH 2MHEV 2NH 2OHC 2OHV 2RA 2RM 2RV 2SE 2SF 2SLB 2SO 2SPD 2SR 2SRB 2STR 2TBO 2TP 2TT 2VPC 2WB 2WD 2WLTL 2WS 2WTL 2WV 2ZYL 24HLM 24HN 24HOD 24HRS 3AV 3AX 3BL 3CC 3CE 3CV 3DCC 3DD 3DHB 3DOF 3DR 3DS 3DV 3DW 3GR 3GT 3LH 3LR 3MA 3PB 3PH 3PSB 3PT 3SK 3ST 3STR 3TBO 3VPC 3WC 3WCC 3WD 3WEV 3WH 3WP 3WS 3WT 3WV 3ZYL 4ABS 4ADT 4AT 4AV 4AX 4BBL 4CE 4CL 4CLT 4CV 4DC 4DH 4DR 4DS 4DSC 4DV 4DW 4EAT 4ECT 4ETC 4ETS 4EW 4FV 4GA 4GR 4HLC 4LF 4LH 4LLC 4LR 4LS 4MT 4RA 4RD 4RM 4RT 4SE 4SLB 4SPD 4SRB 4SS 4ST 4STR 4TB 4VPC 4WA 4WABS 4WAL 4WAS 4WB 4WC 4WD 4WDA 4WDB 4WDC 4WDO 4WDR 4WIS 4WOTY 4WS 4WV 4WW 4X2 4X4 4ZYL 5AT 5DHB 5DR 5DS 5DSB 5DV 5DW 5GA 5GR 5MAN 5MT 5SS 5ST 5STR 5VPC 5WC 5WD 5WH 5ZYL 6AT 6CE 6CL 6CM 6DOF 6DR 6GA 6HSP 6MAN 6MT 6RDS 6SS 6ST 6STR 6WD 6WH 6WV 6X6 6ZYL 7SS 7STR 8CL 8CLT 8CM 8CTF 8WD 8X8 8ZYL 9STR A&E A&F A&J A1GP A4K A4WD A5K A7C AAA AAAA AAAFTS AAAM AAAS AAB AABC AABS AAC AACA AACC AACET AACF AACN AAD AADA AADF AADT AADTT AAE AAF AAFEA AAFLS AAFRSR AAG AAGT AAHF AAI AAIA AAITF AAIW AAK AAL AALA AALM AAM AAMA AAMVA AAN AAOL AAP AAPAC AAPC AAPEC AAPEX AAPS AAPTS AAR AARA AARDA AARN AARS AAS AASA AASHTO AASP AASRV AAT AATA AATC AAV AAV8 AAW AAWDC AAWF AAWT AAZ ABA ABAG ABAN ABARS ABB ABC ABCA ABCV ABD ABDC ABE ABEIVA ABFD ABG ABH ABHP ABI ABIAUTO ABK ABL ABLS ABM ABN ABO ABOT ABP ABPV ABR ABRAVE ABRN ABRS ABS ABSA ABSBSC ABSL ABSS ABSSL ABSV ABT ABTT
    [Show full text]
  • Megasquirt-2 Setting up Megasquirt-2 Product Range MS2/Extra 3.4.X
    Megasquirt-2 Setting up Megasquirt-2 Product Range MS2/Extra 3.4.x Dated: 2019-01-11 Instructions for setting up your Megasquirt-2 ECU. This version of the documentation applies to the Megasquirt-2 range of products which includes: • MS2 on V3.0 or V3.57 mainboard; • MicroSquirt; • Products derived from the MicroSquirt Module (e.g., DIYPNP and MSPNP2). and running firmware MS2/Extra 3.4.x. (See section 2.10.3 for more detail on version numbers.) Not covered: • Megasquirt-2 products running "Bowling and Grippo" firmware. • Megasquirt-2 products on a V2.2 mainboard. • MegaSquirt-1; • EMS-Pro • MegaSquirt-3; • MS3-Pro or products using MS3-Pro module • MS3-Gold (c) 2014-9 James Murray Megasquirt-2 Setting Up 0:QuickStart Guide - in brief 0: QuickStart Guide - in brief This list is provided as the bare essentials that you must read. Full details of each step are provided within the body of the manual. 1. Buy or build your Megasquirt! 2. Select and assemble your fuel and ignition systems. 3. Setup your vehicle wiring harness ensuring it is fused. 4. Connect MAP hose to full vacuum source. (Speed Density only.) 5. Install TunerStudio and Megalogviewer software onto you computer. 6. Connect your Megasquirt to a 12V fused supply either in the vehicle or on the bench. 7. Get the serial comms set up. 8. Install the firmware if required. 9. Get your tuning computer to talk to the ECU. 10. Setup sensor calibrations to match hardware. (TPS, O2 sensor, temp sensors.) 11. Check all sensor inputs are reading sensibly in TunerStudio.
    [Show full text]
  • Air Intake Cooling Motor Vehicle Performance Enhancement
    Technological University Dublin ARROW@TU Dublin Articles School of Mechanical and Design Engineering 2003 Air Intake Cooling Motor Vehicle Performance Enhancement James Brunton Technological University Dublin, [email protected] David Kennedy Technological University Dublin, [email protected] John D. Kelleher Technological University Dublin, [email protected] Follow this and additional works at: https://arrow.tudublin.ie/engschmecart Part of the Mechanical Engineering Commons Recommended Citation Brunton, J., Kennedy, D.M. & Kelleher, J. (2003). Air Intake Cooling Motor Vehicle Performance Enhancement. The Engineers Journal, May, 2003. doi:10.21427/jmz1-b108 This Article is brought to you for free and open access by the School of Mechanical and Design Engineering at ARROW@TU Dublin. It has been accepted for inclusion in Articles by an authorized administrator of ARROW@TU Dublin. For more information, please contact [email protected], [email protected]. This work is licensed under a Creative Commons Attribution-Noncommercial-Share Alike 4.0 License AIR INTAKE COOLING MOTOR VEHICLE PERFORMANCE ENHANCEMENT *James Brunton, David Kennedy, John Kelleher Faculty of Engineering DIT, Bolton Street Abstract This research examined the practical effects of cooling the intake air, on the combustion characteristics of a modern motor vehicle operating under simulated road conditions as well as its subsequent impact on the environment. The cooling effect was achieved by taking a typical air conditioning rig as fitted to a modern motor vehicle and incorporating it into the induction system of the car. The test vehicle used was a 1993 Renault Safrane 2.0Vi standard passenger car that was modified as part of the research to facilitate the extraction of the required test information.
    [Show full text]
  • Automobiles SL GMFSA
    1986 Paris Salon Automobiles SL GMFSA Automobiles LM GMFSA SL1 Coupe is the longest will make similar erroneous assessments. Yet the title I’ve seen given to this car, and like this title, the car Renault Alpine GTA, M.V.S. Ventura and SL GMFSA were itself has been a rather lengthy and challenging research all launched together at the same show – so how could subject. I’ve seen material about it in the distant past, any one of them have copied another? Although the and have found more recent leads that ended in next to Venturi and the SL have similar mechanical layouts, and nothing. It’s been like standing in the fog, knowing there broadly similar designs and shapes, it is the better is something ‘out there’ that you just can’t quite see. known GTA that gets most of the kudos. However, it However, the mist eventually started to lift…! was the later A610, the car that evolved out of the GTA Two rolling prototypes had been made by the end of in 1991, which looks closer to the SL. The GTA had a 1987 when the only known independent review was bluffer front with faired in ‘glass’ covered headlamps conducted by a magazine, Auto N° 20, December 1987. instead of the SL style pop-ups that feature on the At that stage the second car was nearing completion Venturi and later A610 too. In fact, take a look at the but was only partially trimmed. It is possible that these 1988 Pontiac Fiero GT, and then make your copyright are the only two GMFSA SL’s ever built.
    [Show full text]
  • Fenix/Renix 35FENIX/RENIX 35
    TROUBLE-SHOOTING Operation – Fenix/Renix 35FENIX/RENIX 35 Foreword The Multi-Tester plus/pro software cassette is the component that gives the diagnostic equipment its unique test characteristics: all data required to make the test system operate is stored in the software cassette. The software cassette can be easily replaced enabling the Multi-Tester plus/pro to be rapidly adapted to the trouble-shooting job at hand. These Trouble-Shooting Instructions describe how to use the equipment on Siemens/Bendix fuel injection system type Fenix/Renix 35. Multi-Tester plus/pro checks all input and output signals that have a bearing on the control system. It can also diagnose a faulty control unit. Copyright AUTODIAGNOS The contents of this document can be changed without notice and therefore should not be regarded as binding on AUTODIAGNOS. AUTODIAGNOS is not responsible for any errors which may appear in this document. In any event, AUTODIAGNOS accepts no liability for any loss or damage arising from the use of this document nor of the hardware or software described herein. Neither the whole nor any part of this document may be copied, reproduced or duplicated in any material form, except for personal use, without the prior written approval of AUTODIAGNOS. Neither may the contents be passed on to third parties or used in any other unauthorized manner. A 01090208-1 /94-12-23 1 TROUBLE-SHOOTING FENIX/RENIX 35 CONTENTS Contents Foreword .......................................................................................................... 1 System
    [Show full text]
  • 1.01 Cars of the 50'S –
    American Motors Corporation Model Descriptions and General Information 1.01 Cars of the 50's – Hudson and Nash Combine to Become American Motors Once the plan fell through to acquire Packard, Nash moved ahead with its own grand scheme - which began in 1955 with the real start of American Motors. For the 1955 year, American Motors combined the Nash and the Hudson product lines under a common manufacturing strategy, while retaining both the Nash and Hudson established dealer networks. The fast-selling Rambler model was sold under both the Nash and Hudson labels in 1955 and 1956, eventually becoming a marque in its own right, and the mainstay of the company. Regardless of what they were called, these were badge-only engineered Ramblers (along with similar Metropolitans) were identical, aside from hubcaps, nameplates, and a few other minor trim details. The pre-existing full-size Nash product line was continued and the Nash Statesman and Ambassador were handed over to Hudson where they were heavily restyled to become the "new" Hudson Wasp and Hudson Hornet. The two makes, while sharing a common body shell, were quite distinct, perhaps even more than they should have been. They were at least as different from one another as Chevrolet and Pontiac, and in some ways more so. The 1956 Ambassador V8. Hudsons and Nashes each used their own engines as they had Placed in the lighter Rambler body to ensure previously: the Hudson Hornet continued to offer the famous 308 good performance, the engine displaced only cubic inch I6 that had been America's stock car racing (NASCAR) 250 cubic inches, but it was a champion during the early 1950s, while the Wasp now used the very modern design.
    [Show full text]
  • MS3X/V3.0 Hardware Manual Megasquirt-3 Product Range MS3 1.4.X Dated: 2016-11-13
    MS3X/V3.0 Hardware Manual Megasquirt-3 Product Range MS3 1.4.x Dated: 2016-11-13 Hardware manual covering specific wiring and configuration of your Megaquirt MS3X/V30 ECU. This version of the documentation applies to: • MS3 on a V3.0 mainboard with MS3X as shown above running firmware MS3 1.4.x See the Setting Up manual for more detail on version numbers. Does not apply to other Megasquirt products or other firmware versions. (c) 2014-6 James Murray MS3X/V3.0 Hardware Guide Table of Chapters 1: Introduction.............................................................................................................................8 2: Megasquirt System Hardware..............................................................................................10 3: Wiring...................................................................................................................................12 4: Fuel System..........................................................................................................................65 5: Ignition System - fundamentals............................................................................................78 6: Ignition system - specific operating modes........................................................................114 7: Throttles..............................................................................................................................186 8: Optional Hardware.............................................................................................................187
    [Show full text]
  • AMC Straight-6 Engine - Wikipedia, the Free Encyclopedia
    AMC Straight-6 engine - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/AMC_Straight_6_engine AMC Straight-6 engine From Wikipedia, the free encyclopedia (Redirected from AMC Straight 6 engine) The American Motors Corporation (AMC) straight-6 family of engines was used by a number of AMC and Jeep vehicles from 1964 through 2006. For an outline of all engines used by AMC see Main article: AMC Engines Contents 1 195.6 2 The modern era I-6 2.1 199 2.2 232 2.3 252 2.4 258 2.5 282 2.6 4.0 2.7 Rod Lengths 3 See also 4 References 195.6 American Motors' first straight-six engine was the 195.6 cu in (3.2 L). It was produced from 1958 through 1965 in both overhead valve (OHV) and "flathead" (L-head) side-valve versions. Sometimes referred to as the 196 engine, this engine was originally designed by Nash in the 1930s as a flathead, and redesigned as an OHV engine in 1956. The flathead version was discontinued for 1956 and 1957, but reemerged in 1958 as the economy engine for the "new" Rambler American. When the engine was 1 de 9 9/9/2009 13:42 AMC Straight-6 engine - Wikipedia, the free encyclopedia http://en.wikipedia.org/wiki/AMC_Straight_6_engine changed to an OHV configuration the water pump was moved from the left side of the engine (driven by a shaft extending from the back of the generator) to the front above the timing chain. When the flathead model was reintroduced it also received the new water pump.
    [Show full text]
  • Cruiser's Renix Tips
    Cruiser’s Renix Tips Revised 12-28-2014 ∙ Instructions have been written * ∙ Photos included with instructions ** 1-Ground refreshing* 2-C101 connector refreshing** 3-Connector and relay/receptacle refreshing** 4-Coil/ICM contacts* 5-Checking sensor grounds* 6-Sensor ground upgrade** 7-CPS testing and adjusting** 8-TPS testing and adjusting** 9-ECU connector refreshing* 10-Trans plug connector refreshing* 11-Throttle body and IAC cleaning* 12-Setting your 4.0 to #1 TDC** 13-Renix Distributor indexing** 14-Restoring throttle butterfly adjustment* 15-Rear main seal diagnosis* 16-Vacuum test for exhaust restriction* 17-HO engine into Renix* 18-Improving the instrument panel ground** 19-Headlight harness installation* 20-4WD shifting tips* 21- Renix EGR valve test* 22- Renix vacuum harnesses** 23- CPS timing advance mod** 24-4.0 Engine date codes** 25-Valve cover mod** 26- Oil Filler cap Mod* 27- C101 Connector Elimination** _____________________________________________________________ Created by Cruiser54 1. Ground Refreshing The Renix era XJs and MJs were built with an under-engineered grounding system for the engine/transmission electronics. One problem in particular involves the multiple ground connection at the engine dipstick tube stud. A poor ground here can cause a multitude of driveabililty issues, wasted time, and wasted money replacing unnecessary components. The components grounding at the dipstick tube stud are: Distributor Sync Sensor, TCU main ground, TCU “Shift Point Logic”, Ignition control Module, Injectors, ECU main ground which other engine sensors ground through, Oxygen sensor, Knock Sensor, Cruise Control, and Transmission Sync signal. All extremely important stuff. The factory was aware of the issues with this ground point and addressed it by suggesting the following: Remove the nut holding the wire terminals to the stud.
    [Show full text]